Torque converter control



R. BRUNKEN TORQUE CONVERTER CONTROL Feb. 28, 1950 14 Shets-Sheet 1 FiledJuly 27, 1944 INVENTOR. i'EfE/VKE .BIEUNKF V A 7'TORNEYS Feb. 28, 1950R. BRUNKEN v 2,499,128

TORQUE CONVERTER CONTROL Filed July 27, 1944 14 Sheets-Sheet 2 wf lllNMI INVENTOR.

PEN/(E BEU/VKE/V fi Tm ATTORNEYS Feb. 28, 1950 BRUNKEN 2,499,128

TORQUE CONVERTER CONTROL 14 Sheets-Sheet 3 Filed July 27, 1944 INVENTOR.HEN/(E BE UNKE'N A TTOIENEYS Feb. 28, 1950 R. BRUNKEN TORQUE CONVERTERcou'mor.

14' Sheets-Sheet 4 Filed July 27, 1944 INVENTOR. BEN/(E BPUNKEN ATTOENEYS Feb. 28, 1950 BRUNKEN 2,499,128

TORQUE CONVERTER CONTROL Filed July 27, 1944 14 Shets-Sheet 5 I IIll/l/l/f INVENTOR. RE/VKE BRUNKEN BY M A T TOE/V5 Y5 Feb. 28, 1950 R.BRUNKEN 7 2,499,128

TORQUE comma CONTROL Filed July 27, 1944 14 Sheets-Sheet 6 INVENTOR.

BEN/(E .BIEUNKEN A TTOiP/VEYS Feb. 28, 1950 R. BRUNKEN 2,499,128

TORQUE CONVERTER CONTROL Filed July 27, 1944 14 Sheets-Sheet 7 IN VENTOR. PEN/ E BIPUNKEN BY I A TTOENEYS Feb. 28, 1950 I R. BRUNKEN TORQUECONVERTER CONTROL l4 Sheets-Sheet 8 Filed July 27, 1944 INVENTUR. BEN/ EBEU/V/(E/V A TTOE/VEYS Feb. 28, 1950 I R. BRUNKEN 2,499,128

TORQUE CONVERTER CONTROL Filed July 27, 1944 14 Sheets-Sheet 9 w:INVENTOR.

BEN/(E BEUNKEN By v M A TTOIPNEYS Feb. 28, 1950 R. BRUNKEN 2,499,128

TORQUE CONVERTER CONTROL I Filed July 2'7, 1944 14 Sheets-Sheet 10INVENTOR. BEN/(E .BEQNKEN BY TM Arron/5x5 Feb. 28, 1950 BRUNKEN2,499,128

TORQUE CONVERTER CONTROL 14 Sheets-Sheet 11 Filed July 2'7. 1944 p b}INVENTOR. IEENKE BIEUNKEN ATTORNEYS 1.4 Sheets-Sheet 12 Filed July 27,1944 INVENTOR. BEN/(E BEU/VKEN BY %5 M ATTORNEYS Feb. 28, 1950 R.BRUNKEN TORQUE CONVERTER CONTROL 14 Shets-Sheet 13 Filed July 27, 1944INVENTDR. IEfEN/(E BRUNKEN TORQUE CONVERTER CONTROL Filed July 27, 194414 Sheets-Sheet 14 /0 2o .30 4a 50 60 7o 80 9o loo PE)? new? VEHICLESPEED JNVENTOR. PEN/(E .BEUA/KE N therefor.

Patented F eb. 28, 1950 TORQUE CONVERTER CONTROL Renke Brunken, ShakerHeights, Ohio, assignor to The White Motor Company, Cleveland, Ohio, acorporation of Ohio Application July 27, 1944, Serial No. 546,891

13 Claims. (Cl. 74-472) This invention relates broadly to torqueconverters for motor vehicles and more specifically to an improved gearshift control mechanism The invention further relates to improvements inthe mechanism disclosed in my copending application, Serial No. 436,443,filed March 27, 1942, entitled Automatic gear shifting mechanism," nowPatent No. 2,373,452, dated April 10, 1945.

One of the objects of the invention is to provide a change speed gearcontrol unit for a combined torque converter and geared transmissionwhich is designed to eliminate the drag that customarily occurs inhydraulic driving units when the vehicle is at rest.

Another object of the invention is to provide a change speed gearcontrol unit for a hydraulic transmission of the type that embodies'asupplemental gear train and a torque converter of relatively smallproportions- Another object of the invention is to provide an automaticchange speed gear unit for a transmission of the type'that embodies-atorque converter having a supplemental gear train associated therewith.

A further object of the invention is to provide a change speed gearcontrol unit which is designed to increase the economy of operation ofthe vehicle.

Another object of the invention is to provide an organization ofoverrunning clutches in a combined hydraulic and geared transmission.which is designed to facilitate the use of the braking effort of theengine to arrest the movement of the vehicle in the same manner aseffected in geared transmissions of conventional form.

A further object of the invention is to provide mechanism to prevent therotative speed of the engine from dropping below the speed of theturbine during theoperation of the mechanism within which thetransmission is incorporated.

Other objects of the invention reside in the provision of a transmissionwhich will effectuate substantial savings in weight, economies in theoperation of the vehicle with which it is associated and economies inthe maintenance thereof.

Other objects and advantages more or less ancillary to the foregoing andthe manner in which all the various objects are realized will appear inthe following description, which considered in connection with theaccompanying drawings, sets forth the preferred embodiment of theinvention.

Referring to the drawings:

Fig. 1 is a plan view of a fragmentary portion of an engine, a torqueconverter, 'a geared transmission unit and the improved controlmechanisms therefor;

Fig. 2 is a section taken on th line 2-2 of Fig 1;

Fig. 3 is a longitudinal section taken on the line 3-4 of Fig. 2;

. Fig. 4 is a transverse section through a clutch mechanism supportedwithin the engine fly wheel housing, the section being taken on the line4-4 of Fig. 3;

Fig. 5 is a transverse section through a differential gear mechanism,the section being taken on the line 55 of Fig. 3;

Fig. 6 is a transverse section through an overrunning clutch within thetorque converter, the section being taken on line 6-6 of Fig. 3;

Fig. 7 is a transverse section through the gear casing, illustrating thearrangement of the control unit power take-oil, th section being takenon the line 1-1 of Fig. 3;

- Fig. 8 is a transverse section through another portion of the gearcasing and a clutch or free wheeling unit, the section being taken onthe line 88 of Fig. 3;

Fig. 9 is atransverse section through the gear casing illustrating thearrangement of the reverse gear, the section beingtaken on the line 9--9 of Fig. 3;

Fig. l0v is a transverse section through the gear case illustrating thearrangement of the control .unit power take-01f, the section being takenon the gear shift linkage, the section being taken ontheline H--l|ofFig.9; v

Fig. 12 is a vertical section through a portion of the gear caseillustrating the construction of the reverse idler gear supportingmembers, the section being taken on the line l2-l2 of Fig. ,9;

Fig. 13 is a diagrammatic view of a fragmentary portion of an engine,transmission, the contr ol mechanism for the change speed gearingassociated with the transmission and the electrical connectionstherefor;

Figs. 14, '15, 16, 1'7, 18 and 19 are wiring diagrams including somewhatdiagrammatically the control elements for effecting the automaticactuation of the gear shift control mechanisms, the heavy lines in thewiring diagram indicating the flow of the'current established throughactuation of the various instrumentalities embodied in the controlmechanism;

Fig. 20 is a diagram similar to Fig. 13, showing an alternate mountingfor one of the diflerential gear unit cables;

Fig. 21 is a longitudinal section, similar to Fig. 3, through a torqueconverter and the transmission gearing associated therewith showing analternate driving connection for the turbine;

Fig. 22 is a chart showing the differential speed variations as obtainedwith the different types of torque converters contemplated herein. 1

Referring first to Fig. 3, the housing If! is formed for the receptionof a fly wheel bolted to a companion flange |2 formed in the end of theengine crankshaft 3. The fly wheel II, as will be seen in Fig. 4, isconstructed with a centrifugal clutch mechanism embodying a plurality offingers |4 having cam engaging surfaces 5 thereon normally supported inspring pressed engagement with rollers l6 mounted in bearing blocksretained within a cage H. The cage is formed with a flanged face plate I1a which is bolted upon the outer face of the fly wheel The body of thecage i i is provided with openings for the reception of the bearingblocks or shoes I8 which ride upon the periphery of a hub portion of aninternal gear i9 (Fig. 3) supported against axial movement by theflanged portion of the cage I! and a clutch plate .20. The internal gearI9 embodies the driving element of a planetary gear unit comprising apair of intermeshed pinions 2| which are engaged respectively with theinternal gear i9 and a spur gear 22 bolted to a pump driving member 23(Fig. 3). The torque converter pump 24 is bolted to the driving member23 and supported upon a bearing cage 25 for an anti-friction bearing 25awhich in turn is supported by a reaction member sleeve 39 bolted to thetorque converter housing 34. I

In operation the engine power is transmitte through the automatic clutchto the planetary gear ring i9, the pinions 2|-2|, a portion of thispower being delivered through the gear 22 and driving member 23 to thepump 24, the remaining power being delivered through the planetary gearcage 26 to the turbine shaft 21. The turbine 28 is formed with ahub 29broached for engagement with the shaft 27 and disposed in abuttingrelation with the hub of the gear cage 26. The turbine shaft 21 ismounted on roller bearing 39 supported in a housing 3| bolted upon theflange |2 of the crankshaft l3. The opposed end of the shaft 21 issupported by anti-friction bearings 32 mounted in a retainer 33 boltedto the torque converter housing 34. The bearing cage 3| is furtheremployed as the outer race for an overrunning clutch 35 (Figs. 3 and 4)the cam element 36 thereof being mounted on the splined shaft 21.

The reaction member 3'! of the torque converter is mounted for rotativemovement upon a wear bushing 38 on a sleeve 39 disposed in spacedrelation with the shaft 21. The outer end of the sleeve 39 is formedwith a flange 40 which is drilled for the reception of cap screws forthe support of the bearing retainer 33.

A one-way brake 4| is associated with the reaction member 31, the outerrace 42 thereof being bolted to the face of the reaction member whilethe inner race or cam 43 therefor is formed in the body of the sleeve39. The flange 40 is counterbored for the reception of a bearing 44 forthe support of a journal 45 machined in the shaft 21. The enlarged endportion of the shaft 21 is machined to form a gear 46 having an internaldog clutch 41 therein mounted for engagement with a companion member 48supported for reciprocative movement upon the splined hub of a gear 49supported on needle bearings 50 on the propeller shaft 5|. The gear 49is formed with internal teeth 52 in the web thereof adapted forengagement with a clutch 53 mounted upon a splined portion of the shaft5|. The clutch 53 is further engageable with the toothed portion of athird spur gear 54 mounted on needle bearings 55 on the shaft 5|.

The gear 46 is meshed with a gear 56 broached for engagement with asplined sleeve 51 mounted on needle bearings 58 upon a bar 59 secured inthe gear case 60. The gear 49 is meshed with a gear 6! bored for thereception of a needle bearing 62 and a free wheeling mechanism 63, thecam element 64 thereof (Fig. 8) being formed in the circumferential faceof a hub member 65 which is engaged with the splined sleeve 51. The gear54 is meshed with an idler gear 66 (Figs. 9 and 12) supported onanti-friction bearings 61 mounted on a bar 68 secured in the gear case60. The idler gear in turn is meshed with a reverse gear 69 affixed tothe sleeve 51 and restrained against axial movement by a snap ring 10.

The clutch 53 is formed with an annular groove for the reception of ayoke 7| (Fig. 9) mounted on an arm 12 keyed to a pin 73 mounted forpivotal movement in the gear case cover plate 74. A manually operablegear shift lever 15 (Fig. 1), is also keyed to the portion of the pin 13which protrudes beyond the outer face of the cover plate '14. Actuationof the lever to the limit of its counterclockwise movement or theposition F will effect the engagement of the clutch 53 with the gear 49and thus couple the propeller shaft with the engine through thecentrifugal clutch in the fly wheel II, the planetary gear unit, thetorque converter and gear carrier 26, the shaft 21 and gear 46, the gear56, the sleeve 5?, the free wheeling unit and the gears 6| and 49.Actuation of the lever 15 to the limit of its clockwise movement or theposition R will effect the engagement of the clutch 53 with the gear 54and thus couple the propeller shaft for reverse drive through the idler66, the gear 69, the sleeve 5! and the source of power as in the formercase. Adjustment of the lever 15 to the medial or neutral position N asshown in Fig. 1 will bring the clutch 53 intermediate the forward andreverse gears and 54, as shown in Fig. 3, and thus facilitate operationof the engine while the vehicle is at rest.

The clutch 48, which is provided to effect high and low speed drive, isactuated by a piston mounted in a cylinder 76 connected with source offluid under pressure, such for example as the compressed air reservoir11 illustrated diagrammatically in Fig. 13. The piston in the cylinder16 is connected with a lever 18 keyed to a pin 19 having an arm 80aflixed thereto upon which there is mounted a yoke 8| (Fig. 8) engagedin a groove in the clutch member 48.

When the piston is retracted as shown in Fig. 1, the clutch 48 isdisengaged with the gear 46 and power is transmitted through the geartrain in the manner described above. When, however, the clutch isengaged with the gear 46 power is transmitted through the splined hub ofthe gear 49 and through the clutch 53 to the propeller shaft 5|, thegear 6| at this time overrunning the cam 65 through free wheel unit 63.

Speed changes from low to high and from high to low are effected by theautomatic operation of the fluid actuating mechanism for the clutch 48,the control mechanism therefor being regulated by the speed differencebetween the engine and turbine and/or the turbine and propeller shaft.

The mechanism for elfectuating the automatic gear shift operationembodies, generally, an organization of differential gear units drivenby the engine, turbine and propeller shaft and coupled in turn withelectric responsive devices for controlling the operation of the valveto the fluid actuating mechanism. In detail the bearing cage 25 for thepump 24 is formed with a spiral gear 82 engaged with a driven spiralgear 83 (Fig. 3)

mounted on a shaft 84 coupled with a flexible drive shaft 85 which isconnected in turn to one side of a differential gear unit 88 illustratedsomewhat diagrammatically in Fig. 13. The inner end of the sleeve 51 inthe countershaft gear assembly is provided with a spiral gear 81 meshedwith a spiral gear 88 (Figs. 3 and 13) coupled with a flexible shaft 88connected through bevel gearing with the opposite side of thedifferential gear unit 86 and through bevel gearing with one side of adifferential gear unit 94.. The propeller shaft 5I is provided with aspiral gear 98 (Figs. 3, 10 and 13) meshed with a driven gear 8I mountedon a shaft 92 having a flexible shaft 93 coupled therewith which isconnected with the opposite side of the second differential gear unit84. The case or driven element of the differential gear unit 88 isintergeared with a governor 95 having a switch plate 96 mounted thereonadapted for engagement with contacts in a switch unit 91 electricallyconnected with a second switch unit 88 controlled by the fluid actuatedpiston in the cylinder 18. The flexible shaft 83 is coupled throughbevel gearing with a governor 99 having a switch plate I88 mountedthereon adapted for engagement with contacts in a switch I8Ielectrically connected with a switch I82 controlled by the gear shiftlever I5. The differential gear unit 94 is intergeared with a governorI83 having a switch plate I84 mounted thereon engageable with contactsin a switch I85.

In operation, the vehicle may be put into motion by closing the ignitionswitch I86, starting the engine, adjusting the gear shift lever 15 tothe forward drive position (F) thus engaging the clutch 53 with the gear48, then accelerating the engine to effect the operation of thecentrifugal clutch in the fly wheel and consequent transmission of powerthrough the planetary gearing, torque converter and gear train coupledwith the propeller shaft. As will be seen in Figs. 1 and 13, adjustmentof the lever I5 will bringthe arm I81 on the inner end thereof intoabutting engagement with the spring pressed stem I88 of the switch I82,thus connecting the contacts a-a in the switch I82 and causing thecurrent from the battery B to flow to one of the contacts b in theswitch unit I8 I. As the vehicle speed is increased the weights in thegovernor 88 will effect the retraction of the switch plate I88 intoengagement with the contacts b-b (Fig. 14), permit the current to flowthrough the line 282, the switch I88 and the line 283 to the contact inthe switch unit I85. During the initial movement of the vehicle thespeed of the engine is greater than that of the turbine, the speeddifference between the two units being sufflcient to effect the rotationof the governor 85 and consequent retraction of the switch plate 86.Hence as the contacts 11-41 in the switch unit 81 are bridged thecurrent will flow through the lines 285, 288, and 2I8 to the contact ein the switch unit 88 and the contact I for the switch I88.

As the vehicle accelerates the speed of the turbine will increase to apoint almost equal to that 5 of the engine. When the differential speedbetween the engine and turbine reaches a predetermined minimum thespring in the governor 85 will outweigh the centrifugal effort of thegovernor fly weights and move the switch plate 88 into engagement withthe contacts 0-9 in the switch unit 91 as shown in Fig. 15. It should benoted that the foregoing operation does not depend upon the speed of thevehicle but rather upon the speed of the turbine as biased by that ofthe engine. Thus while the vehicle is in low gear and the engine at fullthrottle the turbine will not reach the engine speed until the vehiclehas attained a relatively high speed. On the other hand, if the engineis at part throttle the speed of the'turbine may reach that of theengine at a relatively low vehicular speed. Hence it will be seen thatactuation of the plate 88 into engagement with the contacts g-g mayoccur whenever the speed difference between the engine and turbine reacha predetermined minimum. Operation of the switch unit 81 is ineffectualwhen the switch I8I is open since the circuit through the line 285 isbroken at this time. -When the switch I8I and the contacts 9-9 in theswitch 81' are closed the circuit will flow through the lines 285-286,the contacts h-h in the switch 88 and through the lines 281 and 288 tothe solenoid II8. Energization'of the solenoid II8 will cause theretraction of the plunger III therein, the acceleration of the arm H2and the consequent adjustment of the butterfly valve I I3 to its closedposition within the carburetor intake pipe II4, thus reducing the flowof fuel to the engine and effectuating the deceleration thereof. Whenthe switches are positioned in the manner 'described above current willalso flow through the line 282, the switch I89 and the line 283 to thecontact 0 in the switch I85.

As the engine speed falls consequent the adjustment of the valve II4 toits closed position, the turbine speed will likewise drop until it isalmost equal to that of the propeller shaft. When the difierential speedbetween the turbine and propeller shaft reach a predetermined minimum,50 i. e. a point where the effort of the spring in the governor I83 willovercome the centrifugal force of the fly weights therein, the plate I84will be moved into engagement with the contacts c-c (Fig. 16) and thecurrent flowing through the switch I8I will then follow the line 282,the

switch I88, the line 283, the switch I85 and the line 284 to thesolenoid II5 whereupon the core therein carrying the valve II8 will bemoved to its open position. As the compressed fluid in the 88 reservoir11 actuates the piston in the cylinder 16, the arm 88 and in turn theyoke 8| will be shifted to position the clutch 48 into operativeengagement with the gear 46 (Figs. 3 and 17). From the foregoing it willbe seen that the driving (gear 85 46) and driven (clutch 48) members areinterconnected while the parts are synchronized and that suchinterconnection or so called shift into hig will be effectedirrespective the vehicular speed and without injury to either or toothclash. As will be seen in Fig. 17, when the piston in the cylinder isdistended the lever I8 connected thereto will actuate the plunger I H inthe switch unit 88, thus retracting the plate H8 from the contact h-h,interrupting the circuit to the solenoid H8 and efiectuating therestoration of the butterfly valve II3 through a retractible spring II9,to its open position. Should the operator decide to come to a stop whilethe parts are coupled in direct drive, deceleration of the vehicle byapplication of the brakes will retard the movement of the governor 99,and effect the actuation of the plate I00, thus breaking the circuitbeyond the switch IOI which in turn will deenergize the solenoid II5,close the valve H6 and under the influence of the spring I cause theretraction of the piston and consequent disengagement of the clutch 48.Under such conditions the circuit and various elements of the controlset will be organized for the initial starting operation as shown inFig. 13.

If while driving in direct drive a high resistance is encountered, suchfor example, a steep hill, the torque demand will increase and thus tendto retard the movement of the turbine. This will increase the speeddifference between the engine and turbine, eifect the rotation of thegovernor 95 until it reaches sufficient speed (a predetermined maximum)to move the plate 96 (Fig. 18) into engagement with the contacts 61-11and establish the circuit from the battery B through the switch It, thelines 205 and 209, the contacts ee and plate I2I to the relay I22.Energization of the relay I22 will cause the retraction of the plungerI23 therein (Fig. 19) and the engagement of the pivotally mounted switchblades I09 and I24 with the contacts 1 and i, respectively, thuspermitting the current to flow through the line 208 ancl excite thesolenoid H0. As the plunger I I I in the solenoid is retracted thebutterfly valve II3 will be oscillated to its closed position, the fuelsupply and the speed of the engine accordingly decreased. Movement ofthe switch blade I09 will break the circuit through the contact k, line203, switch I04 and line 204 to the solenoid II5, thus effectuating theretraction of the valve II6, the actuation of the yoke arm 89 and thedisengagement of the clutch 48 with the gear 41. It will be noted thatduring this operation the engine speed has been reduced and the loadupon the clutch teeth sufliciently decreased to facilitate the gearshift operation.

As will be seen in Fig. 13, when the piston in the cylinder I6 isretracted under the influence of the spring I20 the plunger II! in theswitch 98 will move the plate I2I from its engagement with the contactse-e thereby breaking the circuit to the relay I22 and effecting thereadjustment of the switch blades I09 and I24.

It will be understood that where reference has been made in theforegoing description to the speed difference or speed differentialbetween the engine and turbine, converter pump and turbine and/orpropeller shaft and turbine that such language is not intended to beconfining but isto be construed to mean any resolved speed developed bythe conjoint operation of such elements or operative medii which is afunction of the speed of the turbine and engine or turbine and propellershaft.

In the modified form illustrated in Fig. 20 the flexible cable 85 isdriven from a gear I 25 mounted on the engine crankshaft I26, thearrangementof the cables 89 and 93 being the same, however, as thoseshown in Fig. 13. When the cable 85 is driven from the engine, asdescribed above, the spring in the governor 95 may be modified tocompensate for the difference in the rotative rate between the engineand torque converter pump As shown in the embodiment illustrated in Fig.21 the fly wheel II is counterbored for the reception ofa flangeddriving sleeve I21 which is coupled with a plate I28 bolted to the pumpdriving member 23. The fly wheel is further provided with a bearing cage3I, and anti-friction bearing 30 and an overrunning clutch 35 similar inall respects to the structure illustrated in Fig. 3.

As will be seen in the wiring diagrams (Figs. 13 to 20) the gear shiftoperation is dependent primarily upon the pro-selection of the circuitsthrough the contacts d-d and g-g in the switch 9! which is controlled bythe differential 86 operated by the engine and turbine. Under powerapplication from the engine the differential will effect auni-directional rotation of the governor 95 and actuate the plate 96 inthe direction and 0perative order described above. When, however, thevehicle speed exceeds the driving rate of the engine, as occurs when thevehicle is descending a hill, the turbine speed will exceed the enginespeed and, if it were not for the free wheeling unit 35, the turbinewould then drive the differential in the opposite direction and disruptthe sequential order of movement of the switch plate 96. The function ofthe free Wheeling unit 35 therefore is to prevent the countermovement ofthe differential 86 when the speed of the vehicle exceeds the drivingrate of the engine and to this end the unit constitutes a stabilizingmedium for the entire electric system.

Referring now to Fig. 22, the chart shows the relation of the speeds ofthe various elements of the vehicle driving mechanism plotted againstvehicle speeds. The curve A indicates the engine speed characteristic asobtained in connection with a torque converter of the type shown in Fig.2|, the curve D indicates the engine speed characteristics so obtainedwith a torque converter drive of the type shown in Fig. 3. The curve Findicates the speed characteristics of the pump as obtained with atorque converter drive of the type shown in Fig. 3. The curve Bindicates the turbine speed characteristics. The curve C indicates thespeed diiferences between the curves A and B. The curve E indicates thespeed difference between the curves D-B, and the curve (Iiv indicatesthe speed difference between the curves F and B.

It will be readily recognized that the smaller the range of speeddemonstrated in a governor or the ratio between the gear I25 and thedriving elements entrained therewith may be increased.

the greater the manufacturing difficulties thereof. Hence it isdesirable to obtain as great a variation of the differential speeds aspossible within the operating zone of the governor. By comparison of thecurves CE and G it will be seen that the curves G and E are steeper thanthe curve C in the zone within the shift to higher speeds occur, i. e.,the range included between and 90 percent of the vehicle speed which isfurther indicated in the graph as the up shift range."

The foregoing comparisons are based on full throttle operation, however,equivalent condition will obtain under any other throttle setting.

Although the foregoing description is necessarily of a detailedcharacter, in order that the invention may be completely set forth, itis to be understood that the specific terminology is not intended to berestrictive or confining, and that various rearrangements of parts andmodifications of detail may be resorted to without departing from thescope or spirit of the invention as herein claimed.

I claim: V

1. In a motor vehicle embodying an engine, a pump driven thereby, aturbine driven by said pump, a gear train associated with said turbine,and a propeller shaft associated with said gear train, mechanism for theautomatic connection of said propeller shaft with said turbine under lowtorque loads and with said gear train under high torque loads comprisinga pair of differential gear units coupled respective withsaid engine andturbine and said propeller shaft and turbine, a governor driven by eachof said differential gear units, a governor driven by said propellershaft, electric switches controlled by each of said governors, a clutchintermediate said propeller shaft and said gear train, fluid actuatedmechanism for shifting said clutch into and out of engagement with saidgear train, means regulated by the turbine-propeller shaft governorswitch for controlling the operation of said fluid actuated mechanism,means regulated by the turbine engine governor switch for throttlingsaid engine, and means regulated by said propeller shaft governor switchfor controlling the operation of the clutch shifting switch and thethrottle operating switch.

2. In a motor vehicle embodying an engine, a pump, a turbine, a geartrain and a propeller shaft, mechanism for coupling said propeller shaftwith said turbine or said gear train comprising, a governor driven atthe speed difference between the propeller shaft and turbine, a governordriven at a speed which is a function of the engine and turbine speeds,a governor driven by the propeller shaft, electric switches controlledby said governors, a clutch intermediate said propeller shaft and saidturbine, means controlled by the first named governor switch forshifting said clutch, means controlled by the second named governorswitch for throttling said engine and means controlled by the thirdnamed governor switch for regulating the operation of the first andsecond named governor switches.

3. In a motor vehicle embodying an engine, a pump,a turbine, a geartrain and a propeller shaft, mechanism for coupling said propeller shaftwith said turbine or said gear train comprising, a governor driven' atthe speed difieence between the propeller shaft and turbine, a governordriven at the speed difference between the engine and turbine, agovernor driven by the propeller shaft, electric switches controlled bysaid governors, a clutch engageable with said turbine and said propellershaft, fluid operated mechanism for actuating said clutch, an electricswitch actuated thereby, a solenoid controlled by said clutch switch, asecond switch actuated thereby, an engine throttle valve, a solenoid forthe actuation thereof controlled by the clutch switch, the solenoidswitch and the engine turbine governor switch, a solenoid forcontrolling the operation of the clutch actuating mechanism, saidsolenoid being controlled by the turbine-propeller shaft gOV- ernorswitch, said propeller shaft-turbine governor switch and said solenoidswitch and a switch regulated by said propeller shaft switch for thecontrol of all of the aforesaid switches.

4. In a motor vehicle embodying an engine, a pump, a turbine, a geartrain driven thereby and a propeller shaft, mechanism for driving thepropeller shaft from said turbine or from said gear train, comprising aclutch associated with said turbine and said gear train, fluid operatedmechanism for shifting said clutch, 'a governor operated at the speeddifference between the turbine and l propeller shaft, an electric switchregulated thereby and adapted to control said fluid operated mechanism,an engine throttle actuating mechanism, a governor operated as afunction of the speed ofthe engine and turbine, an electric switchregulated thereby and adapted to control said throttle actuatingmechanism, a speed responsive mechanism driven by said propeller shaft,and an electric switch regulated thereby and adapted to control theoperation of the engine throttle governor operated switch.

5. In a motor vehicle embodying an engine with an output shaft, a powertransmission mechanism therefor comprising a centrifugal clutch drivenby the engine output shaft, a planetary gear unit operated by theclutch, a torque converter coupled with the gear unit, the torqueconverter including a pump and a turbine, a turbine shaft driven by theturbine, an overrunnin clutch intermediate the turbine shaft and theengine output shaft, a gear train coupled with said torque converter, aunidirectional clutch therein, a propeller shaft, a clutch mounted forsliding movement relative to the turbine, a fluid operated mechanism forshifting said clutch,

means controlled by the speed difference between the turbine andpropeller shaft for shifting said clutch into engagement with said geartrain, means controlled by the speed difference between the turbine andengine for throttling the engine and means governed by the speed of thepropeller shaft for controlling the operation of said throttling meansand said clutch shifting means.

6. An automatic change speed control unit for Y a motor vehicleembodying an engine, a hydraulic transmission including a pump and aturbine, a gear train and a propeller shaft and a clutch, a poweroperated actuating mechanism for said clutch, a governor operated by thespeed difference between the turbine and the propeller shaft, anelectric switch actuated by said governor, means associated therewith toeffect the operation of the switch at a predetermined rate of speed,means controlled by said switch for operating said clutch actuatingmechanism, a governor operated by the speed difference between theengine and the turbine in the hydraulic transmission, an electric switchactuated by said governor, means associated therewith to effect theoperation of the switch at a predetermined rate of speed, meanscontrolled by said switch for throttling said engine, and meanscontrolled by the speed of the propeller shaft for effecting thesimultaneous operation of the aforesaid switches.

7. A power transmission mechanism for a motor vehicle including anengine, a crankshaft and a propeller shaft, said transmission comprisinga torque converter, a pump and a turbine therein, said pump beingcoupled with said crankshaft, a turbine shaft coaxially aligned with thecrankshaft, a one way clutch intermediate said turbine shaft and saidcrankshaft, a gear train driven by said turbine shaft, a clutchintermediate said turbine shaft and said propeller shaft, anelectrically controlled automatic clutch shifting mechanism associatedwith said clutch, and means for operating said clutch shifting mechanismat a predetermined value of a function of the speeds of the turbine andthe propeller shaft.

8. In a motor vehicle embodying an engine, a pump, a turbine, a geartrain and a propeller shaft, mechanism for coupling said propeller shaftwith said turbine or said gear train comfirst and second named governorswitches. a

9. In a motor vehicle embodying an engine, a

torque converter driven thereby, including a pump and turbine, a geartrain associated with said turbine and a propeller shaft, mechanism forthe automatic connection of said propeller shaft with said turbine underlow torque loads and with said gear train under high torque loads,comprising a pair of differential gear units coupled respectively withsaid pump and turbine and with said propeller shaft and turbine, agovernor driven by each of said differential gear units, a governordriven by said propeller shaft, electric switches controlled by each ofsaid governors, a clutch intermediate said propeller shaft and saidturbine, fluid actuated mechanism for shifting said clutch into and outof engagement with said gear train, means regulated by theturbine-propeller shaft governor switch for controlling the operation ofsaid fluid actuated mechanism, means regulated by the pumpturbinegovernor switch for throttling said engine and means regulated by saidpropeller shaft governor switch for controlling the operation of theclutch shifting switch and the throttle operating switch.

10. In a motor vehicle embodying an engine, a hydraulic transmissionincluding a pump and a turbine, a gear train associated with the turbineand a propeller shaft, mechanism for the automatic operation of changespeed gears in said gear train comprising a clutch, a power operatedactuating mechanism therefor, a governor operated at a speed which is afunction of the speed of said turbine and said propeller shaft, anelectric switch actuated by said governor, means to effect the operationof said switch at a predetermined rate of speed of the governor, meanscontrolled by said switch for operating said clutch actuating mechanism,a governor operated at a speed which is a function of the speed of saidpump and said turbine, an electric switch actuated by said governor,means to effect the operation of said switch at a predetermined rate ofspeed of the governor, means controlled by said switch for throttlingsaid engine, and means controlled by the speed of said propeller shaftfor effecting the simultaneous operation of the aforesaid switches.

12 11. In a motor vehicle embodying an engine, including a crankshaft, aturbine, a gear train coupled with the turbine, and a propeller shaft,

mechan m for coupling the propeller shaft with the turbine comprising, aclutch intermediate the turbine and propeller shaft, fluid operatedmechanism for shifting said clutch, a differential gear unit driven bythe propeller shaft and turbine, an electric switch device for thecontrol of said clutch shifting mechanism actuated by said differentialgear unit, a second differential gear unit driven by the engine andturbine, an electric switch device operated by the second differentialgear unit for the control of said clutch shifting mechanism, and anoverrunning clutch intermediate the crankshaft and turbine formaintaining a uni-directional rotation of the second named differentialgear unit.

12. In a motor vehicle embodying an engine, a pump, and a turbine, agear train coupled with said turbine, a propeller shaft, a clutchintermediate the turbine and propeller shaft and an actuating device forshifting said clutch, mechanism for the control of said actuating devicecomprising a governor driven at the differential speed of the engine andturbine, an electric switch actuated thereby and adapted to control theoperation of said clutch actuating device, and an overrunning clutchintermediate the engine and turbine to maintain a uni-directionalmovement of said governor.

13. A power transmission mechanism for a motor vehicle including anengine crankshaft and a propeller shaft, said transmission comprising atorque converter including a driving member and a driven member, a shaftfor the driven member coaxial with the crankshaft, an overrunning clutchintermediate the crankshaft and the driven member shaft, a gear train,including an overrunning clutch, driven by the driven member shaft andcoupled with the propeller shaft, a clutch intermediate the drivenmember REFERENCES CITED The following references are of record in thefile of this patent:

UNITED STATES PATENTS Number Name Date 2,298,648 Russell Oct. 13, 19422333,680 Schneider et al. Nov. 9, 1943 2,333,681 Schneider et al. Nov.9, 1943 2,343,304 La Brie Mar. 7, 1944 2,373,453 Brunken Apr. 10, 1945

